Vehicle construction



Feb. 26', 1946. R F THORNTON 2,395,769

VEHICLE CONSTRUCTION Filed Feb; 1, 194s 4 sheets-sheet 1 f .63% y nl 0 n c o Ds 0 0 u0 c: C

- l il Feb. 26, 1946.

R. F. THORNTON 2,395,769

VEHICLE c oNsTRUcTIoN A Filed Feb. 1, 1945" 4 sheets-Sheet` 2 w elle *L L o y &\ n

mik w W w l W no. r *w gm t W if C BY A@ 522mg@ o ATTORNEYS:

R. F. THORNTON 2,395,769

VEHICLE CONSTRUCTION Feb. 26, i946.

4 Sheets-Sheet4 3 Filed Feb. 1, 1945 Feb., 26, 1946,' R. F THORNTON 39597519- VEHICLE CONSTRUCTION Filed Feb. 1, 1945 I 4 sheets-sheet 4 NVNTOR Patented Feb. 26, 1946 UNI-TED STATES PATENT OFFICE assaisovrlfioilii coNsrrfiicrioN F. Thornton, Dearborn, Mich. pplication ebrnliary 1, 1943, SeriaIvo. cia-itis. (ci. iai- 64) This invention relates to, motor vehiclesy and particularly to those types thereofin which:` the engine or' engines and` certain parts associated therewith, such as1 cooling radiators; aremounltedV uponl a sub-frame so as to form aA unit which is applicable and removable; as: such to and from the vehicle,l the'princip'al Yobject being the provision of a structure of the typeY described that is relatively simple in consti:u ction, eflicient in operation, and in .which a minimum amount of lab-or is; involved in applyingv or removingv such unit to or'from the vehicle. i

Objects of. the invention include, the provision cf a motor vehicle in which thepower plant is mounted upon an auxiliary frame structure which' is slidably associated? with the frame of the vehicle, and inV which a novel form of leg structurel is. associatedwith the, auxiliaryframe forv supporting it after removalI from the' vehicle; the provision of 'a construction asabove described in which supporting legs are pi-votally connected to the auxiliaryV frame` and screw Ymealls are provided for moving the legs between operative and inoperative position; the provision of a construction as above described inwhich theY legs constitute the rear` legs for the auxiliary frame and the screw means; is` operable. from the front end thereof ;i tl-ieprovision of a. construction as 1 above described in which such legs include-a mud i pan section which is automatically positioned in @operative relationv with vrespect to the power lplant of the vehicle when such. leg-s are moved to their inoperative' position;l andthe provision bf a construction as above: described in which. the Supporting legs are rmly braced in their operativeposi-tion. 4 I i, l

l, Other objects of the invenbQn includetheprovision of a novel front supporting., legr structure for a vehicle of the type described; the provision of a construction of a vehicle of the type describedhaving. its power plant. supporte-d upon an auxiliary frame slidably; associatednwith` the main frame of ,they vehicle and removable therefrom including vertically. disposed tubes at,v the forwardgend of the auxiliary frame and-,auxiliary front legs vertically slidably associatedwith such tubes; the provision of a construction as above described, together with a` novel form of means for securing the` legs in theirV operative and inoperative position; and the provision of a construction as labove described that permits tlierfront supporting legs to be operativelyI positioned relative to the ground before'the removablev power plant unit is disconnected from the vehicle'frarne.V

Further objects of the invention include the provisionof a vehicle having a power plant unit mounted on an auxiliary frame slidably associate'd with the main framel for applicationiand removal to and from the sarna, including a bumper structure an'd alnolviel form ofY construction whereby common; means areemployed for securing'bo'th the bumper structure andthe; auxiliaryframe in position relative to the vehicle frame. l, e

Still further objects of theA inventioniinclude the provision of a vehicleof the general' type above described' in. which aY novel forni of con;- nectionis provided between the clutchopera-.ting: pedal and the .clutch of the power pl,ant wherein the pedalis permanently mounted `with respect to the frame ofthe Vehiclel and removal off the power plant, unitgautomatically*disconnects. the clutchv pedalrom the. clutch; .the provision` of aV construction as above described including interengageable parts automatically o peratively associated; with oneV another upon positioning ofv the powerV plant unit. initsoperative. position .With respect to, the; vehicle frame; and the provision of a construction as 1 above, de-

scribed invvhich means are provided for adjust.-

ing .the Vposition ofl the clutch pedali independentlyof, adjustment of the clutch itself.

'LIhe above being yamong the. objects ofthe present invention the same,-r lconsists in certain novel features of construction and combinations of parts to be. hereinafter described with ref erence. to. the accompanyingy drawings, and then claimed, having; the alcove and other objects in vie-w. i, i. i

In the a,cco mpimying drawings. .which illustrate a suitable embodiment of the present invention and in whichilike,A numerals refer to like parts throughout theseveral differentv views,

. lig.A 1. isa,,sideielevational view of a trucktractor embodying a removable. engine, unit in accordance with ythaipresent invention; Fig'. 2 is .an enlarged. rear quarter perspective view ofthe ,power .plant unit. as it appears when removed lfrom the vehicle,4 illustrated in lig.` 1; lFig. 3 is an enlarged fragmentary, perspective viewl showing the frontend of the truck-tractor illustrated in Fig.v 1 after the power.plant.unit shown in Fig. 2 hasbeen removed therefrom;v

Fig. 4 isa fragmentary. plan view. of. the forwardend of .the main frame of the truck-.tractor shown ,in Eig, lhwith theauxiliary :power `plant supporting frame in operative relation with respectfthereto; .a p *i ,7. Fig. 5, is averticail sectional view of that portion of the structure shown in Fig. 4 and taken as on the line 5-5 thereof;

Fig. 6 is an enlarged fragmentary side elevational View taken in the direction of the arrows 6 6 of Fig. 4 and illustrating the form of connection employed between the clutch pedal and the clutch operating shaft;

Fig. 7 is an enlarged horizontal sectional view taken on the line 1-1 of Fig. 5 and illustrating the means employed for securing the front supporting legs in either their operative or inoperative position;

Fig. 8 is a fragmentary, vertical sectional view taken on the line 8--8 of Fig. 5 and illustrating the construction of the rear leg raising and lowering mechanism;

Fig. 9 is an enlarged partially broken, partially sectioned plan view of that portion of the structure shown in Fig. 4 within the circle 9, showing in greater detail the means employed for locating the rear end of the removable engine unit transversely with respect to the vehicle frame; and

Fig. 10 is an enlarged fragmentary, vertical sectional view takenon the line lll- I0 of Fig. 9.

The present invention relates to that type of motor vehicle structure in which the engine or engines employed for driving the vehicle, the radiators where employed, and certain other auxiliary parts of the vehicle are formed into a unit which is applicable to and removable from the Vehicle as such in order to 'simplify particularly the servicing of such engine and parts, It is of the same general character as the structure shown and described in my copending application for Letters Patent of the United States for iinprovements in Vehicle construction, filed December 28, 1942, and serially numbered 470,349 (which matured into Patent No. 2,378,810, June 19, 1945), but involves certain definite improvements over the structure there shown and described.

The present invention is applicable for use in vehicles of the type described Whether the engine is mounted at the front of the vehicle or at the rear thereof, the former construction being shown by way of illustration. In its broader sense the invention is equally applicable for use in such vehicles whether the vehicle is equipped with one engine or two engines but inasmuch as a more limited phase of the present invention deals with the construction of such units where vtwo engines are employed, a vehicle equipped with two of such engines is shown in the drawings by way of illustration. It will also be appreciated that the invention is applicable to motor vehicles regardless of the type and/or intended use, it being shown as applied to a vehicle of the truck-tractor type in the accompanying drawings for the purpose of simplicity in showing only.

Referring now to the accompanying drawings and particularly to Fig. l, the vehicle there shown. as above described, is of the so-called truck-tractor type including a relatively short frame having side members l l and a plurality of cross-members IZ'rigidly and permanently fixed thereto, the forward of such permanent crossmembers I2 being spaced a material distance rearwardly of the forward end` of the frame side members l l as particularly brought out in Fig. 3. As in the case of many of such so-called trucktractors the cab i4 which is positioned at the front end of the frame is of the so-called over the engine type and in the particular case shown it is provided with a front grille i6 which is conveniently removable when itis desired to remove v or replace the power plant unit. At its forward end the frame is supported by a pair of steering wheels indicated generally at I8 which, as best brought out in Fig. 3, are carried at the opposite ends of a conventional front axle 20 connected to the frame side members l0 by means of conventional semi-elliptic leaf springs 22. In the particular vehicle shown and as indicated in Fig. 1 tandem axles (not seen) support the rear end of the vehicle and are provided with wheels indicated generally at 24. A fuel tank such as 26 may be conveniently mounted on the side of the frame of the vehicle as shown.

As perhaps best brought out in Fig. 3 the frame side members l0 are of conventional channel section and relatively deep with the channels of the opposite members facing each other in accordance with conventional practice and arranged in parallel relation particularly over the forward portions thereof. As previously mentioned and as indicated in Fig. 3 no permanent cross-members interconnect the sidev members I0 over the forward portion of the frame where the power plant is received and the forward end of each frame side member I9 is provided with a plural-- ity of bolt receiving holes or'openings 32 through the web thereof. As also best brought out in Fig. 3 the lower flange of each frame side member within the length thereof which receives the power plant unit has secured thereto a plurality, shown as four, upwardly extending bifurcated brackets 34 in spaced relation with respect to each other longitudinally of the correspondingY frame side member I l and each bracket 34 is provided with a pin 36 extending between the opposite legs thereof adjacent the upper end thereof and on each pin 36 is rotatably mounted a roller 38, preferably through the use of anti-friction bearings. The auxiliary frame forming a part of the power plant unit is adapted to ride upon the rollers 38 as shown in Fig. 5 and as will hereinafter be more speoically brought out.

As best brought out in Figs. 2, 4 and 5 the auxiliary power plant includes a pair of preferably rectangularly sectioned and preferably tubular side members 40 of a length slightly less than the distance between the front permanent crossmember l2 and the forward end of the frame side member I9. These side members 49 are parallel over the greater portion of their length and are angled inwardly at their inner ends into more or less complementary relationship with the in-- wardly angled portions of the frame side Amembers ll adjacent the rear end of the power plant receiving portion of the frame, as best brought out in Figs. 2 and 4. The side members 40 lie partially housed within the corresponding main frame side members l l and are permanently' connected across their rear ends by a cross-member 42 having a rearwardly directed flange 46 at its upper end, the extreme rear edge portion of the latter being upwardly curved as at M3.l as best Y brought out in Fig. 5 except at the extreme end portions thereof as will hereinafter be more fully explained.

As best brought out in Fig. 5 the froht crossnmember i2 of the vehicle frame is of plate-like character disposed with the plane of its thickness vertical and extending horizontally across its forward face approximately midway between its upper and lower edges is an angle 49 secured thereto with one leg thereof in fiat contacting relation with respect to the forward face vof the plate member and the remaining leg projecting forwardly therefrom. As also brought aeeatea @at rie-51ers assises Qf; tas. erqssfmereber eesitiea belts et eorstitete tee @Illy te is sueh niet tbe aus-ilary fraaie in Waise aast. clisaeriv4 sa, estsie assembled relaties with. respect te the main the Propeller Shaft drive, gesehn@ hltst @ed frame the fallge 46 o Verlies and rests upon the eleetrioal oonnetions to, the engine or engines upper lee er the anale iron 4S and thereby serves 5 esaurite@ in the atixiliarr ie arder t0. reas a means for supporting the weight of the metete@ auxiliary sewer plant 'em tbe Ishidarear end ofl the auxiliary frame and parte Carried The rear end l the auxiliary fr-aine is located thereby be the main frame. The ubiurnes eee@ and fixed against, eroi/ement With retreat te .the 43 serves. to guide the aange se upwardly onto main frame et the vehicle irl Substantially the the ansier 49 during the final movement of the 1.0 same manner as dSelQSef-i in. my eopendme ap,-

power plant unit into the main frame as. will be pliftm have identified. I n other Words and readily appreciated. as best brought out in Figs. 2. and l the rear As best brought out in Figs. 4 and 5 the side corners of the flange 45 for the rearcrossmembers :lo are permanently connected at their member l? are Cut Ofi at an angle with respect front ends by means of a rearwardly opening 1.5 -O the length. an@ Width there@ as mdlaltV-ed channel sectioned orossemember 50 of' slightly ai! We Than @S best brought out In F1$S- 9 .aand less depth than the depth of the main frame l0 a lllalgulal plate S8 ,of substantlally the tween the upper and lower flanges of the latter. upper faef the angie 49 With mi? Sidehelfof The length of the `cross..member 5e is such as arranged 1n complementary relationship .with to also be relatively closely but slidably received resp-@Ct t0 the beveled Cornelis 54 0f the a'nge 45 between the Webs of the opposite main frame of the crossfmemberrlZ and in oosition to receive side members H. A forwardly directed flange @ich angled ends 54 When the allXllfy frame member 52 arranged with its plane of thickness 5 is 'f lluy pstlned in the main frame 0f the vertical is permanently secured by welding or 'Vehca The plates @i5 thu? CQOpelate to form the like to the forward face of the cross-rnerna Wedge-silk@ SOCket 1H WhlCh the Wedge-11k@ bep 5a at each end thereof and in flush relaf ends ofthe rear crossrmember l2 of the auxiliary closely but slidably received within the chanframe and thus Serves t0 both locate the inner nel of ythe corresponding main frame Side memend .of the auxiliary frame centrally of the main ber ll. The flanges 52 are braced at their up- JFamBEaHd, prevents-1ateral, Shlfmng movement per and lower edges -to the oross=rnember 59 by bemalt durmg Operation' gusset plates 54 suitably xed thereto as by Addltlolally, and asbestbrought out 1n lngs. Welding O1. the ma The ange members 52 3 0 9 and 10 a plate E3 1s suitably secured to the are provided Wim Openings therein which are upper face of each plate member and. exalignable with Athe openings 32 Yin the -webs of the ,tends forwardly and 'latelzauy mwardly there main frame Side members H at the frm end beyond so as Vto overhe the flange 46 of the ef the ietter and as sbewn in riale, #when the mit? Cross'inemier i2 'when the mier ism 0p??- the auxiliary frame is lo'ated in its reaost 40 a-tiye relation with respect .to the plate 66. The operative position in the mainframe. plates ES thus serve t0 prevent any relative As also best brought out in Figs- 4 and 5 a vertical movement between the rear end oft-luie bumper Ei'is entended'across the vforti/ard ends auxihavy frame and the "frame 0f the Vehicle Ofeethe mam fwn-1e and side meemers- H arid durlng operatlon. Preferably the forward edge project laterally beyond the same in aeordance 'gf th?. .plages @3 aire 'upwardly turned als @it fm with Conventional -practca Adjacent each end to facilitate the entry of the -lange i6 of the thereof the bumper 5 6 is provided with a rear- .reu crossmemper "Q2 'there-i151@ Whe-n th-ialuxl' wardly directed flange '5,5 suitably ,Secured thereyrrr'mefls bemgf rved t9 lts fm@ 10954519 m to by welding, riveting, or the like and arranged IU li'unb mme 0 tedvehllewith tbe piane of its thickness yertieai. The W; e prem e @hat the rollers 3? are tioned that the under-faces of the auxanges 58 are each blaced to the bumpel 5e bv .S9 DOSI f l i Y fi lliary frame side members 40 rlde upon 4them e l., or applied Vto the main frame the rollers 353 prfeach Otherllngltudmauy of the bumper w by a i" era-bly being arrangeddat `h 'lit distance m'eSPOndm--g t9 the @Asta-19e belwen y support the auxiliary `frarnesldirngelis paag Y Y 5 l y y A h@ @utslde faces @f the mam iran-Le sld@ Ien-@m thereover at substantially or very slightly 'below e U at me forward end-s the-1160i S9 @s t9 be the final assembled ositio n in` th i f 'relatively AClosely ibut slidably resten/@ble by .Sllh In other Words thepo n *e mam V rame' ends The flanges 5B, like the flanges '53, are r flanges 531 and'and through in' the main trame side .mem-c secure he orward end of vthe au iboth la; erallyr and vlongitud'nally g fratrie a d simultaneously sera-e :to Laat@ and support he bumper 5 6 inproper 4position upon rollers faced ullvilardlyl` the forward end" of 'the main frame. Suitable as in the present case. The .track surface :for nuts coo erate yi'rxith the bolts 62 sin a .conven- ,75 the vauxiliar-y frame on ythe wrollers is, thereore, vtional m ner tol-releasa'bly .secure :the vbolts -ln maintained substantially free of accumulations eens et esietibe thrbueritheiii the power plant unit until the unit has been x provided with two openings 92 `adapted to be aligned provided of foreign material at all times which contributes to the ease of removing and replacing the auxiliary power plant.

It is common practice in removable power plant units of this general type of provide supporting legs to support the unit at substantially the same distance above the floor or ground, when removed from the main frame, as when supported by the main frame. Swingable front legs are of a disadvantage in that they cannot be swung to vertical position when removing a moved outwardly with respect to the vehicle frame a sufficient distance to permit their free ends to clear the front`axle. In my copending patent application above referred to the front legs were not permanently mounted on the front frame for the power plant unit but were separate therefrom and were bolted to the front end of the auxiliary frame after the auxiliary frame had been disconnected from the main frame and moved a slight distance outwardly therefrom. I have found it of advantage to make the front legs a permanent part of the auxiliary frame unit and, further, to form and support them in such a manner that they may be lowered to their operative position before the auxiliary frame is disconnected from the main frame in any respect.

The last feature above-mentioned is accomplished in accordance with this phase of the invention as perhaps best brought out in Figs. 2, 4, and '7 .by rigidly fixing to the front crossmember 59 adjacent each end thereof but within the corresponding frame side member 40 a Vertically directed tubular post 88 which projects a material distance above the cross-member 58 and a short distance below it. The posts 89 may be of any su'table cross-sectional configuration but are preferably square as shown. Within each post 80 a leg member S2 is vertically slidably received in relatively closely fitting relation. The bottom end of each leg member 82 is provided with a caster' 84 for; actual contact with the ground or other supporting surface. Each leg member 82 is of substantially the same length as its corresponding post 80. The bottom end of each post 88 is preferably bulged out as at 8B in Fig. 5 to form an internal pocket in which the caster 84 may be received when the leg is in its raised position.

In order to lock each leg 82 in either its operative or inoperative position the construction best shown-in Figs. 5 Each leg 82 adjacent its upper end is provided with a transverse opening 88 centrally therethrough as brought out in Fig. 7 and the leg is preferably provided with-a spring collar S9 internally thereof in alignment with the opening 88 and bridging the opposite side walls of the leg in order compression in the direction of the axis of the opening 88. The corresponding post 89 is extending transversely therethrough, the upper of which is `with the opening 88 in the corresponding leg 82 when the latter is in its inoperative position, and the other of which is adapted to be aligned with the opening 88 in the corresponding leg 82 lwhen the leg 82 is in its operative position. A headed pin 94 is for each post 88 and is adapted to project through the openings 92 therein and through the opening 88 in the corresponding leg 82V to .lock thel leg 82 in either its raised or its and 7 is employed.v

to strengthen it particularly against A lowered position with respect to its corresponding post 80. As best illustrated in Fig. 7 the end of each pin 94 opposite the head thereof is preferably bifurcated and a cross-bar 95 is pivotally mounted within such bifurcated end, the cross-bar 96 being of such dimensions that when swung in parallel relation `with respect to the axis of the pin it lies within the extended circumferential area. thereof and when swung to bring its length transverse to the length of the pin projects outwardly beyond the opposite sides thereof. Further, a compression spring 98 is provided' around the pin 94 between the head thereof and the opposed face of the post 80. It will be appreciated that in operation after the hole 88 in a leg 82 is aligned with the desired `hole 92. in the corresponding post 89 the pin 94 with the cross-bar 9B aligned'therewith as illustrated in dotted lines in Fig. '7 is projected through the aligned holes or openings and pressure is applied on the head of the pin 94 to compress the spring 98 which projects the crossbar 96 suiciently beyond the opposite face of the post 88 to permit the cross-bar 96 to be swung to the position illustrated in full lines in Fig. '1, upon which the pressure on the pin 94 is released and the spring 98 draws the crossbar 96 into contact with the adjacent face of the post and prevents it from inadvertently returning to its withdrawable position. By this means the front legs 82 may be quickly positioned in either their operative or inoperative position andfbeing positioned forwardly of the front axle 28 at all times, may be positioned in their operative position prior to removing the bolts 62 which secure the auxiliary power plant in the main frame of the vehicle.

As in the case of my co-pending application above identied the power plant unit is provided with a pivoted leg structure at its inner end but in this case it is of an improved construction and may be raised and lowered from the outer end of the power plant unit, with all of the attendant advantages. As best indicated in Figs. 4 and 5, the side frame members Ml of the auxiliary frame structure adjacent the rear end thereof are each provided with a downwardly extending bracket Il) rigidly fixed thereto as by welding or the like. Between the bottom ends of the brackets |08 Ya cross-shaft 182 is extended and rigidly iixed thereto. Four arms or leg members H34 are rotatably mounted on the cross-shaft `|82 at one end thereof and they are spaced from each other axially of the cross-shaft 02. The free ends of all of the leg members |94 are rigidly connected together in line by means of a tube |05. The outer leg members 104 are slightly longer than the center leg members 84 and are provided at their outer ends with casters yH38 for contact with the ,floor or other supporting surface when the power plant unit is removed from the vehicle. This leg structure is adapted to be swung up into a substantially horizontal plane when the power plant unit is in operative position in a vehicle, as illustrated in Figs. 4 and 5, and swung downwardly to an approxim .tely vertical plane as illustrated in Fig. 2 ,hen the power plant un't is removed from a vehlicle. The mechanism for moving it between itsy operative and inoperative positions will now be described.

In the particular vehicle construct on shown by way of illustration the power pl nt unit is illustrated as being provided with a power plant comprising two engines H0 supporte in side by side and spaced relation upon the auxi iary frame.

'In order to support :the engines `||0 a pair of cross-members ||2 are extended between opposite frame side members 40 of the auxiliary frame and in spacedrelation with respect to each other longitudinally of the auxiliary frame.

These cross-members ||2 are connected together midway between their ends by a longitudinally extending auxiliary frame member H4, preferably of rectangular section and of tubular construction. As illustrated in Fig. its forward end is secured to the forward cross-member ||2 in substantially the same horizontal plane therewith and in extending rearwardly it curves "downwardly and below the rear cross-member ||2 to which it is suitably secured and then continues on rearwardly and upwardly vto the rear crossmember 42 to which it is also rigidly secured. The engines H0 are suitably mounted upon the cross-members H2. Midway between the crossmembers ||2 a block IIB is suitably secured to the upper face of the member H3 and rotatably supports therein the lower end of an upwardly inclined and forwardly extending screw H8 which is positioned between the engines I5. At its outer end the screw ||8 is rotatably supported in a block |20 secured to the vertically directed side flanges |2| fixed to the adjacent sides of the radiators |22 for the engines H0. The radiators |22 are carried by a cross-bar |23 extending between the opposite side members 4|) of the auxiliary frame and suitably fixed thereto. The radiators |22 thus form a part of the power plant unit. outwardly beyond the member |20 the screw H8A is bent to form a handle |26 by means of which the screw ||8 may be manually rotated by a workman `at the louter end of the power plant unit.

The screw ||8 is `provided with a nut |30 threaded thereon for movement longitudinally thereof upon rotation of the screw. The nut |35` is of rectangular cross-sectional configuration and of a width substantially equal toor very slightly wider than the width of the frame member IHS. On each side it is provided with an outwardly projecting trunnion |32, the trunnions |32 being aligned. with each other. A plate member |34 is received over each trunnion |32 and secured in at contacting relationship with respect to the corresponding side of the nut |33. The plates |34 project downwardly below the nut |36 so that when the nut |33 is in its lowered position they fit over the opposite sides of the crossmember I 4 in relatively close relationship with respect to the latter to brace the nut |33 and the forward ends of the links to be 'hereinafter deh scribed against lateral movement and against rattling. Furthermore, when in such position the nut |30 is preferably screwed tightly into contact with the block I6 to further aid in rigi'difying the construction and eliminating the possibility of.

rattling.

Pivotally received upon each of thev trunnions |32 outsideof the corresponding plate |34 is one end of a link |36 which is inclined outwardly from the 'nuti |30'and vits opposite end is rotatably 're--4 cei'ved by the cross-bar IUS" on the corresponding side of the unit and outwardly of the innermost "leg |03 on such side as best brought out in Fig. 4.

Anysuitable means may be provided'foi preventing the. ipper ends of the links |36 from becomingA vdise gaged from the corresponding trunnions I3 as, for ins-tance, pins projected through holes pro .ided to receive them inthe trunnions.

lWith t e construction abovedescribed it willbe apprecia d that when the handle |26 is 'turned to rotate the screw vH8 in a direction to move the nut |33 upwardly on the screw, the nut |30 in moving upwardly will act through the links |38 -to rotate the various leg members |04 in a clockwise direction of rotation, as viewed in Fig. 5, so as to move them to their horizontalinop= erative position. There is suicient inherent friction between the screw ifi't and the nut l'i'il to Yhold the rear leg struct-ure in such elevated or inoperative position 'without danger of it ine' advierten-ely vworlo-rig back towards its operative posi-'tion in service. When this leg structure is' in the raised or inoperative position illustrated in -Fig. 45 Vit is positioned suili'ciently high above the supporting surface for the vehicle to permit the auxiliary frame to be drawn outwardly of the vehicle frame and to pass over the vehicle front yaxle 2i! without interference. After the power plant unit has been withdrawn from the vehicle frame Yside members v|| a sufficient distance to bring the cross-bar |Il`2 outwardly be yond the front axle 2|), then the handle |26 may be operated to move the nut |33 V'from the posi# tion illust-rated in Fig. -5, -for instance, d'own-y wardly on the screw 'H8 until 'the plates I3?! bridge opposite sides ofthe auxiliary frame mem-'- ber ill?. The -nut is preferably forced against the `block H5 at the end of this operation at which time the leg structure will have swung' in a counter-clockwise direction of rotation about the cross-rod |32 as viewed in Fig. 5 and will have moved into its supporting and substariitially vertical position illustrated in Fig. 2', whereupon the power plant unit may be then fully withdrawn from 'the vehicle frame and the power plant unit will 'then be supported in a desi-red relation with respect to the floor inde pendently of the vehicle.

It is, of course', desirable in all motor vehicle constructions to provide a so-called mud pan structure under the power plant to prevent mud, water and other foreign material from being splashedV by the tires yof the vehicle onto the engine and parts thereof. Where pivoted legs such as above described are provided on such a power plant unit the provision of a mud pan is complicated .and 'as far as I am aware prior structures required removal `of at least a portion of the mud pan :before the plivoted supporting leg could be lowered. This di'ic-ulty is obviated in accordance with the present invention in the n following manner.

ward ends,` thereof to a line slightly forward cf.-

the'- position of the casters |08 when in their raised position illustrated in. Fig. 5. The pivotedA rear leg structure may, therefore, be raised andV lowered' without interference with the mud pan` section |120. I-n order to provide a continuation-r of the mud pan structure over the area of the` rear leg structure, a sheet metal mud pan section |42 is rigidly fixed to the rear leg structure and extends from a point adjacent the cross-bar |02 to a point short of the outer surfaces of the casters |5081 Thus the mudpan section |42 constitutes a part of the rear leg structure and `is pivo'table from a raised position ofl the leg structure 'in which it cooperates with the mud pan section itil' to complete the entire mud panstru'cture for the auxiliary power plant unit, to a vertical position such as illustrated in Fig. 2 when the rear supporting leg structure is lowered and at which time there is no active utility in the mud pan. Additionally, the mud pan section |42 serves to reinforce the pivoted rear leg structure against distortion under load.

In vehicles of the type described there are, of course, a number of tubes, wires, rods or the like which are necessary to employ in connecting parts carried by the power plant unit with parts carried by the vehicle frame. For instance, each engine must be connected to its corresponding rear axle by a power shaft which must be disconnected from the engine in order to remove the power plant. The gasoline tank is usually carried by the vehicle frame and, accordingly, the gasoline line leading to the engine or engines must be disconnected to remove the power plant. Likewise the electrical instruments carried by the instrument panel of the vehicle and connected to the engine must be disconnected in removing the power plant. The accelerator pedal is usually carried by the cab of the vehicle and its connection to the carburetor must be disconnected in removing the power plant. The brakes may be entirely supported by the vehicle frame and consequently do not need to be disconnected in removing the power plant unit. In view of the fact that the clutch operating pedal is carried by the vehicle frame particularly where such vehicles are of the cab over the engine type shown, it has heretofore been necessary to disconnect the clutch operating pedal from the clutch in removing the power plant unit. However, in accordance with a further phase of the present invention it becomes unnecessary to manually unfasten any coupling or connection between the clutch yoperating pedal and the power plant unit as this is accomplished automatically as follows.

As best illustrated in Figs. 2, 4 and 5 the clutch throw out shaft v(not shown) of each engine H8 and with which every automotive vehicle is provided, is in this case provided with a rearwardly extending clutch throw out arm If, such arms |50 in the particular case shown being secured to the inside ends of the clutch throw out shafts for both the engines HB. The free ends of both the arms |50 are connected by an adjustable connection, shown in Fig. 5 as a turnbuckle structure |52, with the free end of a corresponding pair of arms |54 both of which are fixed to a transversely extending rock shaft |55 supported at its opposite ends by brackets |58 mounted on the upper faces of the auxiliary frame side members 40. As best brought out in Fig. 6, outwardly beyond the lefthand bracket |58 the rock shaft |56 has fixed ,thereto an upwardly and normally rearwardly extending lever arm |65. As best'brought out inFig. 6 a bracket |62 is fixed to the upper face of the lefthand frame side member imrne diately to the rear of the corresponding bracket |58 when the power plant is in its operative position and the bracket |62 rotatably supports an arm or lever |64 which also normally extends upwardly-'and to the rear therefrom. The levers |63 and ||4 are arranged in the same plane longitudinally of the vehicle so that their paths of movement are intersecting with respect to each other, but the lever |64 preferably projects upwardly above the upper end `of the lever |60. The free end of the lever |64 is connected by a rod or'link |65 as best shown in Fig. 3, to an arm i secured to a short cross-shaft |10 rotatably mounted in a bracket |12 fixed to the upper face 'of the lefthand frame side member adjacent the forward end thereof. The clutch pedal |14 is fixed to the opposite end of the shaft |10 so that when the clutch pedal |14 is depressed it acts through the shaft |10 to'move the upper end of the arm |68 forwardly and, acting through the rod |66, acts to move the upper end of the arm or lever |64 forwardly. A coil spring |16 extended between the lever |64 and the .corresponding frame side member normally maintains the clutch` pedal |14 in its retracted Position.

As will be appreciated from the above description, when the clutch pedal |14 is depressed it moves the free end of the lever |64 forwardly and through engagement with the lever |68 moves the upper end of the latter forwardly thereby to move the engine clutches to disengaged position. In order to provide an adjustment at this point independently of the turnbuckle structures |52 which are primarily provided for adjusting clutches of both engines into unison with each other, the lever |64 is provided with a screw |13 threaded therethrough in a direction perpendicular to its length and in a position so that its head may engage the outer end portion of the arm or lever in order to transmit the turning force from the lever |64 to the lever IBG. The screw |13 may thus be threaded inwardly or outwardly in order to adjust the relative positions of the levers |60 and |64 and may be locked in its adjusted position by means of a lock nut |80. With this construction it will be appreciated that the lever |63 being a part of the power plant unit and the lever |64 being a part of the vehicle itself, when the power plant unit is withdrawn from the frame of the vehicle the levers |60 and |64 are automatically disconnected from each other, and that when the power plant unit is returned to the frame the levers |69 and |64 are automatically brought into their proper operative relationship with respect to each other. Thus this structure eliminates the need of manually disconnecting any parts extending between the clutch pedal and the clutches themselves in either applying or removing the power plant units to or from the vehicle.

Having thus described my invention, what I claim by Letters Patent is:

1. In a motor vehicle, in combination, a main frame, an auxiliary frame slidable longitudinally of said main frame into and out of operative re lation with respect thereto, a supporting leg structure pivotally secured to said auxiliary frame adjacent the inner end thereof and swing-` able between an approximately horizontal inoperative position to an approximately vertical operative position, a screw rotatably mounted on said auxiliary frame, a nut threaded ori said screw, and link means interconnecting said nut and said leg structure for simultaneous ovement.

2. In a motor vehicle, in combination, a main frame, an auxiliary frame slidable longitu'dinally of said main frame into and out of opera ive relation with respect thereto, a support ng leg structure pivotally secured to said a 'liary frame adjacent the inner end thereof an swingable between an approximately horizon al inoperative position to an approximately ver ical operative position, a longitudinally extendi' g screw rotatably mounted on said auxilia frame, means for rotating said screws from a oint adjacent the outer end of said auxiliary frame, a

' nut threaded on said screw, and link means interconnecting said nut with said leg structure at a point oset from the axis of rotation of the latter.

3. In a motor vehicle, in combination, a main frame, an auxiliary frame slidable longitudinally of said main frame into and out of operative relation with respect thereto, a supporting leg structure pivotally secured to said auxiliary frame adjacent the inner end thereof for move- 10 ment from an approximately vertical operative position to an approximately horizontal inoperative position, a longitudinally extending frame member in said auxiliary frame, a longitudinally extending screw rotatably supported at one end on said frame member, a. nut threaded on said screw, link means interconnecting said nut and said leg structure for simultaneous movement, and means carried by said nut adapted to embrace said frame member when said leg structure is in its operative position thereby to aid in bracing said leg structure with respect to said auxiliary frame.

4. In a motor vehicle, in combination, a. main frame, an auxiliary frame slidable longitudinaltors supported on said auxiliary frame adjacent the outer end thereof, a screw rotatably supported at one end on said frame member on one side of saidradiators and projecting therefrom between and beyond said radiators, a nut threaded on saidl screw, and link means interconnecting o auxiliary frame slidably associated with said,

main frame for movement into and out of operative relation with respect thereto, the combination with said auxiliary frame of a supporting leg structure pivotally secured thereto for movement between an approximately Vertical operative position and an approximately horizontal inoperative position, a mud pan structurel at the under-side of said power plant` unit secured against movement with respect thereto, and a second mud pan structure secured to said leg structure and movable therewith from an operative position when said leg structure is in inoperative position to an inoperative position when said leg structure is in operative position.

6. In a motor vehicle of the class including a main frame and a power plant unit including an auxiliary frame slidably associated with said main frame for movement into and out of operative relation with respect thereto, the combination with said auxiliary frame of a supporting leg structure pivotally secured thereto for movement between an approximately vertical operative position and an approximately horizontal inoperative position, a mud pan structure at the under-side of said powerplant unit secured against movement with respect thereto, and a second mud pan structure forming a continua-b tion of the first-mentioned mud pan structure when said leg structure is in inoperative position secured to said leg structure, and movable therewith from an operative position when said leg structure is in inoperative position to an inoperative position when said leg structure is in operative position.

RAY F. THORNTON. 

